Motor-vehicle.



R. E. oLns. moms VEHICLE.

No. 698,!3L Patented Apr. 22, .1902.

(Application filed Oct. 18, 1901.') (No Model.) 2 Sheets-sheaf l.

No. 693,151. Patented Apr. 22, I902. n. Lows; 7

MOTOR-VEHICLE.

(Application filed 0ct.18, 1901.)

(No Model.) 2 Sheets-Sheet 2.

FIE- ll THE Nomus PETERS co. rno'muma, WASHINGTON, o, c,

UNITED STATES PATENT OFFICE.

RANSOM E. owns, or DETROIT, MICHIGAN.

MOTOR-VEHICLE.

SPECIFICATION forming part of Letters Patent N 0. 698,131, dated April22 1902.

Application filed October 18,1901. Serial No. 79,081. (No model.) 7

To a. whom. it may concern:

Be it known that I, RANsoM E. OLDS, a citi-l zen of the United States,residing at Detroit, in the county of Wayne and State of Michigan, haveinvented certain new and useful Improvements in Motors andFrames'Therefor for Motor-Vehicles, of which the following is aspecification, reference being had therein to the accompanying drawings.

The invention relates to motor-frames for motor-vehicles. It is theobject of the invention to obtain a construction in which themotor-casing forms a rigid member of the frame that supports thevehicle-body.

It .is a further object to support all of the auxiliary parts of themotor, such as the transmission-gearing and its operating mechanism,upon this frame and to obtain an arrange-. ment in which the whole iscompactly housed within the vehicle-body.

With these objects in view the invention consists in the construction ashereinafter de-- scribed and claimed.

In the drawings, Figure 1 is a perspective view ofthe frame. Fig. 2 isacross-section showing thejframe arranged in relation to the vehiclebody. Fig. 3 is a sectional side elevation of the frame, showing aportion of the vehicle-body; and Fig. 4 is a detail of the startingmechanism. Fig; 5 is a side elevation of the vehicle-body, and Fig. 6 isa detail enlarged View of the clutch member with the front part removed.

A is a substantially rectangular frame. Three sides a, b, and c of thisframe are preferably formed from an angle-bar, which is bent into asubstantially U -shaped form, as shown. The fourth side 01 is preferablyformed of casting and connects the free ends of the sides a and 0, beingbolted or other- 1 wise secured thereto.

by having the cylinder 6 bolted to the depressed portionz' of thecasting d and the lug h secured to the side 17. The motor-casing thusforms a rigid member of the frame,

which greatly adds to the strength thereof.

The crank-shaft'Oof the motor extends to the side 0 of the frame A, andit is journaled in a bearing j, secured thereto. Intermediate thebearing j and the crank-casing an open space is provided within theframe to receive the fly-wheel D and transmissiongearing E. (Indicatedin dotted lines in Fig. 1.)' a

F is a bracket secured to the side I; and extending upward therefrom.

G is a bracket secured to the crank-casing.

The brackets F and G areprovided with alined bearings 7c and 7c, inwhich a shaft H is journaled. This shaft I-I constitutes a rock-shaftcontrolling the transmission-gearing, being provided with suitableconnections (not shown) with said gearing, by which varying speeds maybe obtained in diiferent positionsv of adjustment of said shaft. At oneend this shaft is provided with an operating-handle J.

I is a shaft constituting a portion of the starting mechanism. One endof this shaft is journaled in a bearing l upon the bracket G, while theopposite end passes out through the side of the body L and is providedwith an operating crank-handle K. The construction of parts justdescribed is such that the shafts H and I are arranged so as to clearthe fly-wheel and are housed within the vehicle-body so as to bring thehandles J and K in convenient relation to the operators seat.

As shown in Figs. 2 and 3, the vehiclebody is arranged to inclose theframe and motor, the shafts H and I extending across immediately beneaththe seat. The handle J extends upward through the slot in the seat nearone end thereof, and the handle Kis arranged beyond the end of saidseat, the shaft l passing through a bearing in the side of the body. Thebody is supported upon the frame, preferably by means of brackets L,secured to and extending upward from the sides a and a near oppositeends thereof. These brackets are secured to the sills of the body, whichare arranged beneath laterally-extending portions m of said brackets andare yieldingly attached thereto. As shown in Fig. 2,

this yielding attachment may be formed by arranging elastic washers aabove and below the portion on of the bracket and sleeved upon the boltor pin 0, secured to the sill.

The casting (l is preferably provided with a portion 2), having an eyeor aperture therein through which the drive-chain from the crank-shaftand axle of the vehicle may pass. Adjacent to this portion of saidcasting is formed a bracket q which serves to support the fuel-tank forthe motor.

From the above description it will be seen that the various parts arecompactly arranged to be conveniently housed within the Vehicle-hody,that the handles .I and K are arranged in convenient proximity to theoperators seat, and that the whole structure forms a rigid frame whichserves to support the vehicle-body and may be readily secured to thevehicle frame or axles. The construction of the motor and thetransmission-gearing form no part of the present invention except asthey form members of the frame, and these parts are therefore not shownin detail.

The drive connection between the shaft I and the crank-shaft ispreferably formed by a sprocket and chain, comprising the sprockets rand s and the chain 15. The sprocket 3 is sleeved upon the crank-shaftand has a clutch engagement therewith by means of which said shaft willbe driven by the rotation of the shaft I in starting the engine.\Vhenever the engine is in motion, the clutch will automaticallydisconnect the sprocket s from the crank-shaft, so that it, togetherwith the chain 75, sprocket r, and shaft I, will remain stationary. Thespecific construction of the clutch is essential to the presentinvention, and it is therefore shown in detail in Fi 6 of thedrawiugs,wherein a well-known form of ratchet-and-pawl construction isillustrated. Other well-known forms of clutch can, however, be employed.

It will be noted that one end of the shaftl is journaled in the bearingl on the rigid motor-frame, while the opposite end is journaled in thebody, which is yieldingly supported upon said frame. To permit of thisarrangement, the shaft I is made of sufficient length and flexibility toallow its outer end to move freely with the body, while its inner endremains stationary.

In order to hold the crank K always in a position most convenient forstarting the engine, a spring I is preferably secured. to a crank-pin'r' on the sprocket r. The arrange ment of the pin r is such that whendrawn to its normal position by the spring I it will hold the crank K inan upright position, as shown in Fig. 4, where the operator may readilygrasp it and start the engine by a downward push.

What I claim as my invention is- I. In a motor-vehicle, the combinationof a rigid motor-supporting frame, the motorshaft journaled thereon, abracket secured to the frame, a counter-shaft journaled therein andextending to the side of the frame, a crank for actuating saidcounter-shaft, and a gear connection from the counter-shaft comprising aclutch permitting the rotation of the motorshaft independent of thecounter-shaft or through the medium of said connter-shaft.

2. In a motor-vehicle, the combination with the body, of asupporting-frame therefor comprising side bars extending in adjacence tothe sides of said body and secured thereto, cross-bars connecting saidside bars and a motor extending longitudinally intermediate said sidebars and rigidly connected to said cross-bars.

8. In a motor-vehicle, the combination with the body, of an angularsupporting-frame therefor having parallel side bars extending inadjacence to and connected with the sides of said body, a motor-casingextending longitudinally across said frame and rigidly secured thereto,a motor-shaft extending transversely across said frame and ajournal-bearing for said shaft secured to one of the side bars of saidframe; the space between said bearing and casing being adapted toreceive the fly-wheel and transmission-gearin 4. In a motor-vehicle, thecombination of a horizontally-arranged substantially reetan gular frame,a motor-casing extending longitudinally across and rigidly secured tosaid frame, a frame extending upwardly from said horizontal frame, amotor-controlling shaft journaled therein, a body inclosing said motorand frame and having its sides supported upon and in adjacence to thesides of said horizontal frame and an operating-handle for saidmotor-controlling shaft extending without said body into proximity tothe operators seat.

5. In a motor-vehicle, the combination of a rigid motor-frame,themotor-shaft journaled thereon, a spring connection between the frame andaxles, a drive-chain from the motor-shaft to the drive-axle, acounter-shaft journaled on the motor-frame, and extending to the sidethereof, an actuating-crank for said shaft, and a drive connectionbetween the counter-shaft and the motor-shaft permitting the rotation ofthe motor-shaft independently of the counter-shaft or through the mediumof said counter-shaft.

6. In a motor-vehicle, the combination with a motor-frame, and itsmotor, of a yieldinglysupported body, a starting mechanism connectedwith the motor-shaf t and comprising a counter-shaft extending to theside of the body, a bearing for the counter-shaft rigid on themotor-frame, and a crank on the countershaft at the side of the body.

7. In a motor-vehicle, the combination of a body, a rigid frame, themotor secured thereto, the motor-shaft, a starting-shaft journaledfixedly on said frame, a gear connection from the starting-shaft to themotor-shaft, and a permanently-attached crank for the startingshaftprojecting into proximity to the seat at the side of the body, and aclutch which per-- too mits the operation of the engine without turningthe crank, but which permits the starting of the motor by rotating thecrank.

8. In a motor-vehicle, the combination with the motor, a frame uponwhich said motor is rigidly mounted and a body yieldingly supported onsaid frame, of a starting-shaft having its motor-connected end journaledupon said frame and its operating end journaled in said body free tomove therewith independently of said frame.

9. In a motor-vehicle, the combination with the motor, a frame uponwhich said motor is rigidly mounted and a body yieldingly supported uponsaid frame, of a flexible startingshaft having one end journaled insaid-frame and connected with said motor, upon one side of thevehicle,the opposite end of said shaft extending to the oppositeside of thevehicle and out through a bearing in the side of the body and ahand-crank upon the free end of said shaft.

10. A motor-frame comprising a U-shaped horizontal frame formed ofangle-bar, a'bar connecting the free ends of saidvframe and having adepressed portion intermediate its ends witha motor-supporting saddlethereon, a motor comprising an engine having its cylinder rigidlysecured to said saddle and a rigid crank-casing extending to theopposite side of the frame and rigidly secured thereto.

11. In a motor-vehicle, the combination of a frame supporting the motor,its shaft and a transmission-gearing, brackets on the frame and shaftsjournaled in said brackets, a drive connection from one of said shaftsto the m0- tor-shaft for starting the latter, said connection includinga clutch, and a connection from the other shaft to thetransmissiongearing.

In testimony whereof I affix my signature in presence of two Witnesses.I

